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Given the way that the Roadrailers carry their road tires a short distance above the rail, there is no way any piggyback with the tires sitting on a rail car can fit inside the same railway loading gauge with the same interior cargo height as a RoadRailer. And a Roadrailer would be designed for the ruling loading gauge of the network it runs on. Any piggyback trailer with the same capacity per length, will be higher than an equivalent Roadrailer, or conversely any Roadrailer with the same external height above the rail as an equivalent piggyback will have a greater capacity per length.
The Railrunner is not a normal Roadrailer, its a chassis for a standard container that converts it into a road railer. The bogie is a separable unit that replaces the semi truck with a rail truck, but that is how the newest Roadrailers do it as well ~ the original Roadrailers of the 1950's had bogies that lifted up out of the way when on the road and then were dropped down and locked into place to carry the trailer on the tracks, but a separate bogie is the more effective solution ~ if you normally send the truck out and then it returns to the same railhead, carrying the bogie as deadweight there and back is not the most effective solution. Also, that allows a single rail coupling bogie on either end of a string and a specialized inter-trailer bogie in between the trailers in the string.
The Railrunner would be a more comfortable fit for the CargoSprinter type of system, though, since the control pass through between lead motor unit and trailing motor units could be built into the chassis and the connection tested in-cab when the consist is marshalled.
The highest profile Roadrailer service in the US is the Triple Crown, established in the 1980's by the Norfolk Southern and since the 90's joined by BNSF to include service between Kansas and Texas.
I've been accused of being a Marxist, yet while Harpo's my favourite, it's Groucho I'm always quoting. Odd, that.
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